Triple valve for air-brakes



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J. MILNE & W. H. GREENE. TRIPLE VALVE FOR AIR BRAKES.

No. 541,175. Patented June 18, 1895.

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UNITED STATES PATE T OFFICE.

JOHN MIL NE AND WILLIAM H. GREENE, OF MARQUETTE, MICHIGAN.

TRIPLE VALVE FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 541,175, dated June 18,1895.

Application filed January 14, 1895- Serial No. 534,897. (No model.)

To all whom it may concern..-

Be it known that we, JOHN MILNE, a subject of the Queen of GreatBritain, and WIL- LIAM H. GREENE, a citizen of the United States,residing at Marquette, in the county of Marquette and State of Michigan,have invented certain new and useful Improvements in Triple Valves forAir-Brakes, of which the following is a specification, reference beinghad therein to the accompanying drawings.

The invention consists in the peculiar con struction of a quick actiontriple valve for air brakes, and particularly in the construc' tion of aby-pass around the valve-controlling piston of the well knownWestinghouse triple valve, whereby the auxiliary reservoir may be moreq'uickly recharged than with the present construction, without in anyway detracting from the ordinary operation of the valve in applying thebrakes, all as more fully hereinafter described.

In the drawings, Figure 1 is a top plan view of a quick-action triplevalve of known construction, showing our improvement applied thereto.Fig. 2 is a section on y y, Fig. 1. Fig. 3 is a similar section of theupper part of a triple valve, showing the manner of ap-.

plying it to such valves as may now be in use. Fig. at is across-section through the cylindercasing, showing one end of theby-pass. Fig. 5 is a plan of the inner face of that portion of thecylinder shown in Fig. 4.

A is the casing of a well known quick action, triple valve for airbrakes, which is applied in a branch pipe from the train pipe, and whichhas connections to the brake cylinder, and the auxiliary reservoir.

Q is a coupling which connects the interior of the casing with thebranch from the train pipe.

N is a passage from the entering chamber in the casing to the well knownemergency valve, the construction and operation of which form no part ofour invention, and therefore need not be described.

1) is a passage leading to the cylinder m in which is the usual valvecontrolling piston D.

k is a restricted port formed in the inner edge of the cylinder casing,and connecting the chambers m and (1, when the piston is at the innerend of its movement, as shown in Fig. 2.

B and F are the air controlling valves operated by the piston D tosupply air from the auxiliary reservoir to the air brake cylinder, whenthe piston D is moved, which is done by reducing the pressure in thetrain pipe.

After the brakes are operated it becomes necessary to recharge theauxiliary reservoir and this is accomplished by pumping the air into thetrain pipe, which air passes through the passage 12 in the easing intothe cylinder m and moves the piston D to the position shown in Fig. 2,opening the port 70 and passing therethrough and through the chamber 01to the auxiliary reservoir. The parts thus far described are of knownand usual construction and operation.

In the position of the parts, shown in Fig. 2, the valves B and F closecommunication from the chamber d to the brake cylinder. The port Itnecessarily being a restricted port, to prevent the air from theauxiliary reservoir equalizing the pressure on both sides of the pistonD when the pressure is reduced in the train pipe, and thereby preventingits travel, it requires considerable time to recharge the auxiliaryreservoir. By our invention an enlarged by-pass from the chamber m intothe chamber (1 around the piston D is provided, which will form a freepassage for the air and thus permit of more quickly recharging theauxiliary reservoir than heretofore.

In Fig. 2, we have shown this by-pass formed integral with the casing ofthe triple valve,

and in Fig. 3 we have shown it in the nature of pipe fittings applied toold triple valves, which may now be in use.

. 1, 2 and 3 are three ports through the cylinder casing, the port 1being located in the initial portion of the passage is, and the ports 2and 3 being bores or apertures upon each side thereof. Instead of boringthree ports, however, one large port of the proper width maybe used toefiect the same result. These ports connect into a passage 4, controlledby a check valve 5, preferably closed by a spring 6, the spring beingheld in the recess in the plug cap 7, as shown in Fig. 2.

8 is a. passage from the chamber 16, around the check valve, leading tothe chamber (1.

Now it will be evident that just as soon as the piston D uncloses theport is it will si multaneously open the'ports 1, 2, 3 (or the singleport used in lieuof the three) and permit brakes are to be operated, itis evident that no air canpass through the by-pass into the cylinder mas the check valve 5 will immediately be closed it the pressure below isdecreased.

What we claim as our invention is- 1. The combination witha'valve-controlled piston of a triple valve, having chambers on bothsides thereof, and a restricted port around the piston connecting thechambers, of an enlarged by-pass located at one side of and beyond thepiston connecting the two chambers, having its inlet port in the wall ofthe piston chamber at a point adjacent to the inner end of the chamber,and a check valve therein, substantially as described.

2. The combination with the valve controlled piston of a triple valve,having chambers on both sides, and a restricted port around the pistonconnecting the chambers, of aby-pass extending outside the casingconmeeting the two chambers around the piston and having its inlet portat a point adjacent to the point of extreme inward movement of thepiston, and a check valve in said bypass, substantially as described.

In testimony whereof we afiix our signatures in presence of twowitnesses.

JOHN MILNE. WILLIAM H. GREENE. WVitnesses:

ALBERT E. MILLER, HATTIE E. LEHNEN.

